Power transmission



Jan. 21', 1941.

c. A. NERACHERQET AL POWER TRANSMISSION Fil ed Jan. '21, 1938 8 Sheets-Sheet 1 IN'VENTORS.

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BY 6 4 91132? 0.", 5; V3,, 72710 Janelle.

' ATTORNEYS.

J 9 c. A. NERACHER Em .v 2,229,336

POWER TRANSMI S SION Fi1ed.Jan 21, 1938 8 Sheets-Sheet 2 Jan. 21,1941.

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POWER TRANSMISSION a Sheets-Sheet 3 Filed Jan. 21, 1938 2 ATTORNEYS;

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rowan TRANSMISSION Filed Jan. 21, 1938 8 Sheets-Sheet ,4.

1941- c. A. NERACHERY :rm. 2,229,336

POWER TRANSMI SSIQ N Filed Jan. 21, 1958 8 Sheets-Shet 5 Jan. 21, 1941. c. A. Name HER ETAL POWER TRANSMISS IO N Filed Jah. 21. 19:8

8 Sheets-Sheet 7 I pATTOR EY ri/rill! Patented Jar-1.21, 1941 rowan TRANSMISSION Carl A. Neracher, William '1. Dunn, Augustin J. Syrovy, and Term Iavelli, Detroit, Micln, assign ors to Chrysler Corporation, Highland Park, Mich, a corporation of Delaware Application January 21, 1938 Serial No. 186,145

67 Claims.

This invention relates to power transmissions and controls therefor especially adapted for driving motor vehicles. I

Our invention is primarily directed to improvements in transmission systems employing planetary gearing although many of the novel features of our invention are not necessarily limited to.

and lurch-lug of the vehicle; the provision of a transmission incorporating a novel system of overrunning devices cooperating with the various 20 elements in the transmission to provide improved and simplified gearing arrangements and controls therefor; the provision of a transmission wherein many of the speed ratio changes are effected by automatic synchronization of the driving and driven parts; and the provision of a transmission control system afiording automatic changes in the drives in an improved and simplified manner. .Another object of our invention is to provide a transmission, preferably of the planetary gear type, wherein the forward and reverse drives are obtained bya primary control system embodying power operating means controlledby driver operation of a selector element; also the provision of a secondary control system for changing the transmission drive independently of the selector element of the primary system.

The secondary control system preferably is in the form of an accelerator pedal kick-down"- l control for obtaining a step-down in the transmission from its fastest speed ratio drive to a slower driving speed ratio.

By incorporating a novel system of pressure fluid generation and delivery for the gear trains 45 of the transmission and by providing a starting speed ratio drive independent of the pressure fluid, we have provided for a vehicle drive giving progressively faster speed ratios without requiring corresponding manipulation of the selector lever of the primary system; Thus, with the selector lever set for the fastest drive, the starting speed ratio initially accelerates the vehicle and as the pressure fluid builds-up in response to vehicle drive, the transmission automatically changes its speed ratio to the setting of the secondary' kick-down control which, upon release of the accelerator pedal or other operator thereof, causes the transmission to further change its speed ratio drive to the setting of the primary selector element. The primary control system is 5 preferably so arranged that it is capable of selectively controlling the various transmission drives independently of the secondary control system so that continued drive in any desired speed ratio setting may be had at will. A further object of our invention is to provide an improved 'power transmission incorporating a fluid coupling drive between the engine and speed ratio changing transmission wherein means is provided to release the drive through the transl5 mission by reason of the drag eflect of the fluid coupling. The diivereleasing means is preferably incorporated with a novel gear train system employing a reaction controlling device such that the gear train reaction'may be taken or released under control of the drive releasing means.

Further objects and advantages of our invention reside in the novel combination and arrangement of parts more particularly referred to in detail hereinafter, referencebeing made to the accompanying drawings in which: I

Fig. 1 is a side elevational view of our power transmission system somewhat diagrammatically illustrated.

Fig. 2 is a sectional plan view taken as indicated by line 2-2 of Fig. 1.

Fig. 2A is a fragmentary sectional elevational view taken as indicated by line 2A-2A of Fig. 2.

Fig. 3 is a sectional plan view taken as indicated by line 3--3 of Fig. 1.

Fig. 4 is a detail sectional elevational view of a portion of the engine throttle valve control means 'of Fig. l.

Fig. 5 is a. sectional elevational view through the transmission illustrating the driving gear 40 trains.

Fig. 6 is a sectional view illustrating the pressure fluid pump and taken as indicated by line 6-43 of Fig. 5.

. Fig. 7 is a sectional elevational view taken as indicated by line 'l--'| of Fig. 5.

Fig. 7A is a sectional elevational view taken as indicated by line |A-'|A of Fig.- 1 illustrating the pressure fluid inlet conduits for the transmission. Fig. 8 is an enlarged side elevational view of a portion of the transmission control system as shown in Fig. 1.

Fig. 9 is a transverse sectional elevational view taken as indicated by line 9-9 of Fig. 8.

Fig. 10 is a detail sectional plan view taken as indicated by line i@iil of Fig. 8.

Fig. 11 is an enlarged sectional elevational view of the vacuum operated motor as shown in Fig. 1.

Fig. 12 is a sectional elevational view through the pressure fiuid distributor valve shown in its neutral position.

Figs. 13 to 16 are views of the distributor valve of Fig. 12 respectively shown in its positions corresponding to transmission settings for low, second, third and reverse.

Fig. 17 is a view generally similar to Fig. l but illustrating a somewhat modified transmission system embodying a fluid coupling and a drive releasing means for use in conjunction therewith.

Fig. 18 is a half-sectional elevational view of a transmission generally similar to the Fig. 5 transmission but having certain modifications thereover and adapted for use with the Fig. 17 transmission control system.

Fig. 19 is a sectional elevational view taken as indicated by line iQ-EQ of Fig. 18.

Fig, 20 is a sectional elevational view of a distributor valve generally similar to the Fig. 12 distributor valve but modified thereof for use with 1 the Fig. 18 transmission arrangement, the valve being shown in its third speed position.

Figs. 20A and 20B are views of the Fig. 20 distributor valve but showing the valve respectively in positions corresponding to transmission settings for neutral and second.

Fig. 21 is a sectional elevational view taken as indicated by line 2 l2i of Fig. 22 illustrating the releasable drive control means for the low or starting transmission drive.

Fig. 22 is a longitudinal sectional elevational view, partly in side elevation, showing the releasable drive control means for the low or starting transmission drive and adapted for use with either the Fig. 5 transmission or the Fig. 18 transmission, preferably the latter byreason of its incorporating a fluid coupling drive.

Fig. 23 is a fragmentary sectional elevational view taken as indicated by line 23--23 of Fig. 22.

Fig. 24 is a modified showing of a portion of the releasing means of Fig. 21.

Fig. 25 is a further modified showing of a portion of the releasing means of Fig. 21.

Referring to the drawings, reference character 2|! represents the motor vehicle prime mover such as the usual internal combustion engine driving driven tail-shaft 24 transmitting the drive from the. transmission to the driving ground wheels of g the motor vehicle in the well known manner.

The main clutch 22 may be of the usual friction plate type of commercial design in which engine flywheel 25 drives the pressure plate 26, a friction disk 21 receiving the drive andthereby driving shaft 28 which is the drive shaft for transmission 2|. The usual springs 29 load pressure plate 26 toward flywheel 25 to engage the clutch, a foot pedal 3|] being controlled by the operator to release the clutch in the customary manner. I

The transmission ZI comprises, in the present embodiment of our invention, forwardly driving planetary gear trains and a countershaft type forward and reverse unit receiving the drive from the planetary trains. Thus the planetary gearing is contained within a main casing 3| to which isattached a front cover 32, the forward and reverse drive mechanism 33 being housed in a casing 34 secured to the rear of casing 3|.

' which also carry a propeller shaft brake drum 46 engageable by a friction brake 41 for use as a vehicle parking or emergency brake. Shaft 44 is journalied at 48 in the rear end of casing 34.

The planetary gearing comprises a primary driving sun gear 49 which may be formed integrally with shaft 28 for direct drive therefrom, this sun gear of the first planetary gear train meshing with a plurality of planet pinions 50 which are spaced around the sun gear, one being illustrated in Fig. 5. Each pinion 50 is journalled on a shaft 5i supported by the carrier structure 52 which has portions forming the forwardly projecting annulus or internal gear 53 and the rearwardly extending hub '54 which has a splined driving connection 55 with shaft portion 38.

Planet pinions 50 mesh with the annulus gear 55. which has a forwardly projecting cylindrical extension 51 having fixed thereto the inwardly projecting portion 58 of a second carrier structrue 55, the latter having a rear inwardly extending portion 6|) journalling the carrier structure on shaft 28. This carrier structure likewise has a plurality of shafts 6| each iournalling a planet pinion 62 meshed withannulus gear 53 and a second sun gear 63 loosely journalled on shaft 28 to form the second planetary gear train.

Drivingly connected to the rear end of annulus gear 56 is an annular spider 64 formed with a position of the rollers. One cylindrical member, r

as member 61 for example, has its roller engaging surface formed with a series of cam faces 14 so arranged that rollers II will freely accommodate clockwise rotation of hub 65 and annulus gear 56 but immediately wedging the rollers when hub 55 tends to rotate counterclockwise thereby preventing such counterclockwise rotation. The reaction overrunning device 10 is a braking means for the annulus gear 56 since it holds this gear from rotating backwardly and automatically releases the gear for rotation forwardly.

The sun gear 63 is formed with a spider l5 having the 'anmllar drum I6 formed with axially extending external splines 11 and internal splines 18. The external splines 11 are slidably'and drivingly engaged by a plurality of drive plates 19710. The casing 3| carries splines 8| engaged by a nonrotating but axially slideable plate 82 and a rear plate 83 which has its rearward sliding movement limited by the casing wall portion 84. The plate 82 carries annular friction mats 85 and 86 respectively engaging drive plates I9 and 80. Plate 30 is engaged by a rear mat 81 carried by plate 33. The wall portion 84 carries one or more pins 88 which cooperate with splines 8i in slidably centering and guiding the plate 83.

The frictionally engageable plates and mats between fixed splines BI and rotatable splines 11 provide a frictional control on the sun gear 63 which may be termed a rotary control element of the planetary gearing for-controlling speed ratio change in the transmission. More, particularly, this friction control, which is generally designated at 89, is a braking device since it is adapted to hold sun gear 63 against rotation by connecting the same tothe stationary casing 3|.

The'wall portion 84 carries a pin 99 slidably mounting a thimble 9I urged forwardly by a spring 92 whereby the thimble urges plate 82 forwardly to unpack or disengage the friction elements of the braking device 89. For packing the 1 friction elements to engage this braking device we have provided fluid pressure operating means in the form of a motor 93. r This motor comprises an annular cylinder 94 carried by the cover 32 and' slidably receiving the annular piston 95:, which is annularly grooved at 96 to receive the annular grooved packing 91 arranged to deflect radially into tight sealing fit with cylinder 94 when subjected to pressure fluid in the annular pressure chamber 98.

The piston 95 has an annular pressure flange 99 splined to slidably engage the fixed splines 8i, a friction mat I99 being carried by the flange 99. The cover 32 has an abutment I9I limiting forward brake releasing movement of piston 95 and mat I99 under the influence of one or more springs I92 which act between abutment IM and studs I93 which project forwardly from flange 99 for sliding through the abutment.

A further friction control is operably associated with sun gear 63 whereby the latter may be directly drivingly connected to the driving. shaft 28 fora direct drive through the transmission 2 I. More particularly, this friction control, generally designated at I94, is a clutching device since it driving'ly connects rotating parts.

Fixed to shaft 28 by splines I95 is the driving spring cage I96 formed with a plurality of forwardly opening cylinders I91 for coil springs I98 which yieldingly urge the .flnger portions I99 of pressure plate II9 forwardly to its clutch disengaging position. The periphery of cage I96 is formed with axially extending splines III slidably driving plates H2, H3 respectively carryingfriction mats H4, H5 whichdrive the driven plates II6 engaging internal splines 18. The pressure plate II9 carries a mat II1 which is adapted to move rearwardly to pack the various mats and plates against the spider to drive sun gear 63 from cage I96 and shaft 28. The pres- I sure plate I I9 is driven by cage I96 by the fingers I99 extending through cage slots II8 which accommodate axial movement of plate II9.

When clutch I94 is disengaged, as in Fig. 5, springs I98 move plate II9 against the hub II9 of the rotating annular cylinder structure I29, the hub having a splined drive connection at I2I with shaft 28. The annular cylinder structure I29 provides a pressure fluid chamber I22 forwardly of an annular piston I23 movable rearwardly in the cylinder to urge mat I I1 into packing engagement with the various clutching elements of clutch I94. 'Piston I23 carries an expanding sealing ring I24 slidably engaging the outer wall I25 of cylinder I29 while the inner wall I26 of the cylinder carries a second ring I21 slidably engaging piston I23.

Clamped between journal member 35 and cover pressure fluid from a direct or third speed supply I pipe I3I. A second pipe I32 is adapted to supply pressure fluid to the second speed motor 93 by reason of a radial passage I33 which opens inwardly to the pressure chamber 98.

The piston I23 and cylinder I29 constitute a third speed motor I34, pressure fluid from passage I39 entering port. I29 for delivery forwardly through passages I35 and thence outwardly at I36 to inlet ports I31 for chamber I22. Bounding the outlets I36 are a pair of expanding sealin g rings I38 engaging cylinder wall I26.

When the chamber I22 is vented, springs I98 acting on plate II9 move piston I23 forwardly until plate II9 engages the cylinder portion I25 and the hub I I9.

Referring to the forward and' reverse drive mechanism 33, the driving pinion 49 meshes with countershaft cluster gear I39, a second gear I49 meshing with reverse idler gear I4 I (see Fig. 6) mounted on a countershaft I42. The cluster gears I39, I 49 are mounted on a countershaft I43 supported in wall 42 and the rear wall-I44 of casing 34. The cluster gear shaft I45 has a gear I46 meshing with gear I41 fixed to, shaft I48 for driving any suitable type of pump, such as a gear pump I49 adapted to deliver pressure fluid, such as oil, selectively to motors 93 and I34.

Idler gear M! has constant mesh with a gear I59 loose on driven shaft 44. A shiftable clutch sleeve I5I is provided with a yoke-receiving shift groove I52 and has clutch teeth I53splined to a hub I54 and selectively engageable with clutch tee h I55, I56 respectively carried with gears 49 and I59. Hub I54 has splined connection at I51v w th shaft 44. Associated with sleeve I5I is a synchromesh mechanism herein diagrammatical- 1y illustrated but more fully disclosed in the copending application of Otto E. Fishburn, Serial No. 180.840, filed December 20, 1937, which is a continuation of Serial No. 198,123, filed October 29, 1936. While other forms of synchronizers may be used, or none at all, we preferably employ the aforesaid type including the servo friction clutching elements I58, I 59 which frictionally synchronize gears 49 and I59 respectively with shaft 44 and prevent positive clutching of teeth I53 with either of the clutch teeth I55 or I56 until synchronization has been brought about.

The pump I49 draws fluid, such as oil from a suitable reservoir in transmission casing 3I or 34. In Fig. 5 these casings are open to each other at I59? so that oil may flow between them, the pump having intake conduit I59, in the bottom cover I59 communicating with the well l59 in the bottom cover I59 of the casing 3|. This well has a screen I59 through which oil is strained for passageto the pump I49. As best shown inFig. 6, the pump delivers oil pressure through an outlet I59 in boss. I59 which leads to delivery at l59 for distribution to motors 93 and I34. Between the pump anddelivery I59 there are two upwardly extending passages I59 and I59.

Passage I59 opens to a disc'valve I59 loaded 3 by spring I59 sufficient to build up the desired pressure at delivery I59 ,-excess-pressure unseating valve I59 and escaping through outlet I59 which preferably is distributed to the various gears and bearings in the transmission for lubrication' purposes.

The passage I59 has to do with the buildup of the pressure fluid by the pump after the vehicle has been brought to rest. Inasmuch as the pump I49 is drivingly connected with the gear 49 and the driven shaft 49 (with shifter I5l shifted either forwardly or rearwar'dly), the pump will lose its pressure when the vehicle stops and likewise the pressure will fall beyond the delivery I59 as will presently be more apparent. When the vehicle stops then shaft 94 is also at rest, the engine being permitted to operate at its idling speed by release of the main clutch 22, the shifter I5I being preferably left in its shifted position for a temporary stop. A back leakage flow through most pumps will take place and especially through a gear-type pump so that if desired the passage I59 may in many instances be omitted. However, where the back flow is not as fast as desired, or where it is desired to vary the pump pressure build-up characteristics, for reasons presently apparent, the passage I59 is provided for a metered escaping flow or to restricted vent for the outlet H59. adjustable valve I59 is threaded in the upper end of passage I59 to vary the outlet from this passage to an" escape I59 opening to the bottom of casing 39. The oil collecting in casing 34 passes to casing Si by the aforesaid passages I59.

We preferably provide a remote control for varying valve I59 so that the pump pressure build-up and the functioning of the transmission may be varied by the driver while operating the vehicle.

Secured to the upper end of valve I59 is a lever I59 operated by a Bowden wire I59" leading to a push-pull hand control E59" at dash I59. A spring loaded friction shoe I59 is carried by the guide bracket I59 so that the control I59 will stay in any position of adjustment. The threads of valve I59 are of such pitch and the parts are otherwise so arranged that for the range of movement of control I59", the valve I59 may be positioned to entirely close or open the escape I59. I

As thus far described the speed ratio drives, apart from the controlling means which will hereinafter be described, functions as follows. The transmission is illustrated in its neutral setting and to drive forwardly in the low or first speed ratio setting, the main clutch 22 is released and sleeve I5I shifted forwardly to clutch gear 49 and shaft 39 with driven shaft 44. The sleeve I5I is left in its forwardly shifted position for all forward vehicle drives. The main clutch 22 is now engaged causing the engine to drive shaft 28 and sun gear 49 independently of pressure fluid from pump I49. At this time brake 89 and clutch I94 are released, for a low speed setting, so that the sun gear 63 is free. Since carrier 52 is connected to shaft 39 and thereby loaded, the forwardly driving sun gear 49, driving clockwise when looking front to rear, acts through planet pinions 59 and tends to drive annulus gear 56 backwards whichhowever is prevented by a locking of overrunning device I9. Therefore the annulus becomes fixed and carrier 52 drives shaft 39 at a forward relatively low speed reduction ratio.

This low speed provides for a condition'of freewheeling of the vehicle in the low speed ratio, this being of advantage in providing speed ratio changes free from objectionable shock or jolt to the vehicle passengers ,or transmission parts.

Thus, a change may be made from second or high down to-low, by releasing the brake 89 or clutch To this end an 93 and pressure fluid is introduced to chamber 93 and I34 and to shift sleeve I5I.

I94 as the case may be, without any Jolt because the vehicle will coast until the engine is speeded up sufliciently to pick up the drive from shaft 28 to shaft 39 through the low speed gear ratio by locking overrunning device I9 as aforesaid. Even with a dead engine the vehicle will freewheel in low viz., merely with shifter 1 5I clutched with teeth I55. The vehicle may be towed to start the engine in second or direct speed settings by building up pressure at pump I49. which is driven by the drive shaft 44 and gear 49 with shifter I5I clutchedforwardly and selector lever 995 set at 2 or 3. For this towing condition the valve I59 is preferably positioned to close vent I59 to facilitate building up the pressure under such slow running conditions.

To drive in the intermediate or second speed ratio setting, pressure fluid is introduced to the second speed supply pipe I32 for passage to chamber 98 to actuate the second speed motor 93. This operation causes piston to. smoothly engage the braking device 89-for holding sun gear 63 against rotation. This results in a reduction forward drive faster than the low speed ratio by compounding the second speed planetary gear train through the low speed train. Thus sun gear 49 drives pinions 59 but since sun gear 63 is fixed, annulus gear 56 now revolves forwardly at a relatively slow speed, such forward rotation being permitted by overrunning device 19. The arrow I69 in Fig. 7 represents forward rotation of hub 65. V

In this second speed drive there is no freewheeling of the vehicle because sun gear 63 being held, the vehicle willdrive the engine through the compounded planetary trains. A down selection may be made from third to second without releasing the main clutch 2 I.

For the third speed ratio drive whichis a direct or 1 to 1 drive, the second speed brake 89 is released by venting the pressure fluid at motor I 22 through pipe I3I and the communicating passages I39, I29, I35, I36 and I31. Motor I34 then operates to engage clutch I94 to effect a direct drive from shaft 28 to sun gear 63. The two planetary gear trains are thereby locked so that all the elements thereof rotate as a unit and shaft 28 drives shaft 39 for a direct forward drive. This drive causes forward rotation of hub 65' which maintains rollers II of overrunning device 19 free from wedging. This direct drive does not embody free-wheeling of the vehicle since the vehicle may drive the engine through the locked gear trains.

For driving the vehicle in reverse, the sleeve I5I is shifted rearwardlyto clutch with teeth I55 of gear I59. Shaft 39 then drives through gears 49, I39, I49, I and I59 for driving shaft 44 in reverse or backwardly with respect to the forward rotation of shaft 28. The reverse-drive is efiected merely by shifting sleeve I5I rearwardly because the transmission 2| will always provide the low speed ratio drive from shaft 28 to shaft 39 by reason of the automatic braking of annulus gear 59 by the reaction overrunning device II.

A variety of controlling means. may be arranged to control pressure fluid supply to motors In the present embodiment of our invention we have arranged a system of valving means for selectively distributing. the pressure fluid from pump I49 to the motors, the valving means in this instance and also the shift sleeve I5I being controlled selectively by the motor vehicle operator or driver. We have also provided -a power operating system controlled by manipulative adjustment of a single control element, such as a selector lever, for effecting shift of the sleeve IiI and for effecting selective operation of brake 89 and clutch I04; also a further manual control operable independently of the selector lever for effecting a drive through the transmission faster than that set by the selector lever. This further manual control is preferably in the form of a kick-down device operable in response to a depression of the usual accelerator pedal through an over-travel or beyond its wide open throttle adjusting position.

The driver operated controls are arranged for convenient manipulation by the vehicle driver while operating the vehicle. The usual vehicle steering wheel I8I is mounted on the customary post I82 which carries a fixed plate I83 in the form of a sector projecting to the right of the post. Extending parallel along post I52 and ad-' jacent thereto is a rotatable shaft I84 which projects upwardly through sector I53, this shaft having fixed thereto the laterally extending selectorlever or element I85 readily grasped .by the driver. This selector lever is movable about the axis of shaft I84 to which it isconnected so that. the shaft is rotated about its axis.

Lever I85 is illustrated in its neutral position,

lever is connected to Bowden wire mechanism I81 which has its other end connected to an operator or connector I88 which has swivel connection with the ball end I89 of arm I10 of a lever I1I. Lever IN is loosely journalled on a shaft I12 which is rotatably supported in a boss I13 of the casing 34. Secured to the inner end of shaft I12 is a lever I14 having an inwardly extending pin I15 fitting in an opening I16 of the member I11 slidable longitudinally of the-mechanism 33 on a support rail I18. The member I11 has a yoke portion I19 fitting the groove I52 of shift sleeve I5I so that rocking motion of shaft I12 will cause sleeve I5I to clutch with teeth I55 for a forward drive or with teeth I55 for a reverse drive.

The lower end of lever I1I is provided with an inwardly bent finger I80 which, with lever "I in its neutral position viz., its position corresponding to the neutral setting of selector lever I85, con-.

tacts against the rear face of a lever-I8I which is likewise loose on shaft I12. Welded to the lower end of lever I8I is a forwardly projecting -of tube I88 has fixed thereto a head I81 provided with a bracket I88'which mounts a pin I89, this pin extending through an opening I90 in lever ml and plate I82 with lost-motion clearance I9I accommodating limited swing of lever I8I in opposite directions relative to pin I89. Clamped to shaft B12 is a third lever I92 the lower end of which is disposed between bracket I88 and lever I8I and through which the pin I89 passes without lost-motion clearance. A spring I92 is seated on head I81. and thrusts rearwardly on head I83 and rod I84 by reason of the spring seat I92 which surrounds this rod and engages head I83.

The forward end of rod I84 is fixed by threads I93 to a tubular valving extension I94 slidably supported in the forward end portion of tube I88. Fixed to tube I86 is a hollow piston rod I95 provided with a head I98 threadedly engaging tube I 86, this piston rod having-a slotted guideway I91 through which a pipe I98 extends so that pipe I98 may slide longitudinally in guideway I91.

The inner end of pipe I98 is fixed with valving tube I94 and communicates therewith, the outer end of pipe I98 passing through a bellows-like rubber boot I99 for connection with a flexible hose 200 adapted to communicate with a suitable source of pressure fluid supply. In the present illustration this hose is open to the intake manifold I of engine 20 since it is convenient to utilize the partial vacuum readily available at this source.

The piston rod I95 enters the cylinder 202 of the motor 203 and is slidably guided by the head .204 of the cylinder.

The boot I99 protects the parts therewithin from dirt entering the motor and other parts and yet accommodates relative sliding movement between piston rod I95, valving tube I94, and the cylinder 202.

Secured to the forward end of valving tube I94 is a valve member 205 formed with cylindrical heads 206, 201 and an intermediate annular recess 208 which is always open to valving tube I94 by the passages at 209. The forward end of piston rod I95 is closed by a cap 2I0. Secured to the piston rod is a piston assembly 2 slidable within cylinder 202, the piston rod having ports 2I2, 2I3 just forwardly and rearwa'rdly of piston 2! I. Normally these ports are respectively closed by valve heads 206 and 201 but slight movement of valve 205 fore or aft will respectively open recess 208 and pipe I98 with port 2I2 and cylinder chamber 2I4 or with port 2I3 and cylinder chamber 2I5. The motor 203'is mounted by a cylinder bracket 2I8 suitably swivelly supported at 2I1 to a convenient support.

If desired, in order to facilitate movement of piston 2I I by vacuum alternately opened to chambets 2I4 and M5, the cylinder 202 has suitable means to relieve a vacuum tendency in whichever chamber is not open to thesupply pipe I98. This air bleed means comprises a plug 2 I8 having an air intake 2 I 9 open to a cover chamber 220 packed with air cleaning material 22I ordinarily used in carburetor air cleaners. The chamber 220 is open to the space 222 within boot I99 by means of a slot 222 formed in cover 204. .The space 222, in turn, is open through slot I91 to the space 223 between piston rod I95 and valving tube I94. The valve 205 has a series of small longitudinally extending holes 224 which open space 223 to the chamber: 225 between plug 2I0 and the front end of valve 205. The holes224 are formed circumferentially between passages 209 so as not to communicate therewith. The

operation of the-air bleed means will presently be described. In the operation of the power shifting means for clutch sleeve I5I, as thus far described, let

it be assumed that the driver shifts selector lever I85 from the neutral station N to the low speed station 1. This movement causes lever I66 to pull through Bowden wire N51 to swing lever |1| counterclockwise (Fig. 8) to swing finger I80 away from lever ii. that the relatively light spring I82 moves rod I84 rearwardly in taking up clearance HI and in moving valve 205 so that head 281 opens chamber 2I5 to vacuum supply hose 200 and so that head 206 opens chamber 2 I4 to the air supply 2 I 8.

Thus head 201 uncovers ports 2I3 which opens chamber 2|5 to valve recess 208 which communicates through passages 209 thence through tube I94 and pipe I98 to hos-e 200 and intake manifold 20I. Vacuum is then introduced into chamber 2|5 and piston 2| I moves rearwardly until port 2 3 is again closed by head 201. Valve 201 is thus a leader valve and piston 2| I is a follower, the piston taking whatever position of movement which is imparted to the valve. Rearward movement of valve 205 causes head 206 to open ports 2|2 so that space 2I4 opens to chamber 2|5 thence through holes 224, chamber 223, slot I91 to boot chamber 222 which opens through slot 222 to air inlet 2I8 whereby the chamber 2 is vented to facilitate rearward movement of piston- Spring I62 by rearwardly moving leader valve 205 thus causes follower piston 2| l to move rearwardly with the valve until lever I8I strikes an adjustable stop 226, the finger |60 for the low speed setting just accommodating this movement of lever .i8l. Spring I82 cannot move lever I8| prior to adjustment of selector lever I65 because, at some suitable point or points in the selector system, the lever I8| is held by suitable detent means in any position of its adjustment, this detent means being illustrated in connection with the selector lever I65 in Fig. 2A presently to be described. Lever |8| has its center line at 221 (Fig. 8) when engaged with stop 226, further movement of lever I1| counterclockwise by shift of selector lever I65 to station 2 for second speed or station 3 for third speed merely swinging finger I80 away from lever |8i which then stays in the position 221 against stop 225.

When piston 2 is moved rearwardly, in the foregoing illustration of shifting selector lever I65 from N to 1, piston rod I95 moves tube I86 and head I81 to operate bracket I88 and pin I89 rearwardly thereby swinging lever I92 counterclockwise (Fig. 8) to act through lever I14 and yoke I19 to shift sleeve I! forwardly to clutch the hub I54 and driven shaft 44 with the teeth I55 for a forward drive through the low speed first planetary'gear train as aforesaid. The sleeve I 5| remains clutched with teeth I55 when selector lever I65 is shifted to 2 or 3, such shifting having no effect on motor 203 because lever I8I is held at stop 226. Of course, the I driver may shift lever I65 directly from N to 2 or 3 but in such event lever I 86 moves to stop 226 and motor 203 operates sleeve |5| forwardly just as for the shift from N to 1.

When it is desired to drive the vehicle in re-' verse, the driver moves selector lever I65 from N to R which then swings lever I'II' clockwise (Fig.' 8) whereby finger I80 swings lever |8| to the center line position 228. Thus the rod I84 is moved forwardly to cause head 206 to uncover ports 2 I2, to supply vacuum from the manifold 20I to chamber 2|4 whereby a corresponding forward movement of piston 2 takes place.

When rod I84 is thus moved, head 201 uncovers ports 2|3 so that chamber H5 is opened to chamber 223 wherebyair is supplied from inlet 2 I9 Lever I85. is then free so to chamber 2|6 through the aforesaid air bleed system.

Forward movement of piston 2| l moves lever I92 clockwise to shift sleeve |5|' rearwardly to clutch with teeth I56 to establish the aforesaid reverse drive through the low speed planetary gearing and the countershaft reverse gear set 40, I39, I40, I4! and I50. With the system arranged as illustrated reverse drive isobtained only in the one speed ratio aforesaid since motors 98 and I34 are released with selector lever I65 set for reverse.

We will now describe our primary and secondary controls on the operation of the brake 89 and clutch I04 for eifecting control in the second and third speed drives. The primary control is obtained by manual selection of lever 465 and the secondary control is obtained by an overtravel of the accelerator pedal beyond wide open throttle adjustment.

Lever |1| has a second arm portion 229 carrying a ball 230 for operating the connector 23I to which is secured a rod 232 carrying an abutment 233 slidable in the cylinder portion 234 of connector 235 which has ball connection at 236 with a lever 231 fixed to a rockshaft 238 which enters the casing 239 of the distributor valve means'240. A spring 240 is relatively still and normally provides a connection whereby movement of rod 232 forwardly is transmitted to connector 235 without lost motion. When rod 232 is pulled rearwardly by lever I10, abutment 233 positively moves connector 235 by a ring 248 fixed to the rear end of cylinder portion 234.

Secured to rockshaft 238 is a segment 24| having very shallow notches 242 to 246 respectively engaging detent ball 241 adjustably loaded by a very light pressure spring 248 and set screw 249 when selector lever I 65 is set at stations N 1, 2," 3 and R. The detent 241 may, in fact be omitted, because a corresponding but much stronger detent means may be provided at the selector lever I65. The detent means 241 assists in properly locating the segment 2.

Segment 2 has an operating ball lever portion 250 engaging an opening 25I .in the upper end or stem 252 of the distributor valve 253 which slides in the bore 254 of a porting sleeve 255 which is fixed within the vertical bore 256 formed in the casing 239. The aforesaid outlet I58 from pump delivery passage I59 (Fig. 6) delivers the pressure fluid through a conduit 251 which opens to annular recess 258 formed in sleeve 255. This recess selectively communicates, through ports 259 which extend through sleeve 255, with the aforesaid second and third speed pressure fluid supply pipes I32 and |3I respectively under control of valve 253.

The third speed delivery pipe I3| opens to the annular sleeve recess 260, the sleeve having the valve controlled pressure inlet ports 26| and the drain ports 262 opening downwardy to the inwardy extending drain 263 which permits the fluid to flow into casing 3| where it collects in the well or reservoir at I59 The second speed delivery pipe I32 opens to annular sleeve recess 264, the sleeve having valve controlled ports 265 which atv times serve as fluid inlet ports and at other times serve as drain ports for draining pipe I 32 inwardly of the sleeve thence through sleeve drain ports 265 to the inwardly extending drain outlets 266 whence the fluid passes to casing 3| as in the'case of drain 263.

Valve 253 has the axially spaced relatively short and long heads 261 and 268 respectively,

down control so "that the operation as a whole these heads slidably fitting sleeve bore 254 and between these heads the valve has an annular recess 269. In Fig. 12 the valve is'in its neutral position, the construction line 218 indicating the neutral position of a point 21I on the valve axis 212. When segment 2 moves valve 253 to the settings for R, 1," 2, 3 then the point 21I occupies corresponding positions at the intersection of axis 212 with lines 213, 214, 215 and 216 respectively.

With valve 253 in the illustrated neutral position, which may be conveniently referred to at 218, the pressure fluid delivered by pipe 251 fills ports 259 and recess 258 but is then blocked by the valve head 268, pipe I32 draining through sleeve recess 264, ports 265, valve recess 269, "ports 265 and drain outlets 266. Pipe I3I drains through sleeve recess 268, ports 262 to the space below the valve and thence through outlet 263.-

When valve 253 is moved to its first speed position 216, illustrated in Fig. 13, pressure delivery ports 259 are still closed by valve head 268 and the lines I 3| and I32 are drainingas in the neutral position. It will be remembered that transmission 21 has an inherent forward drive to shaft 39 independently of pressure fluid delivery from pump I89.

When 'valve 253 is moved to its second speed position 215, illustrated ,in Fig. 14, the third speed sleeve inlet ports 26I are still closed by valve head 268 but now this head has uncovered ports 259 so that pressure fluid is delivered from sleeve recess 258 to valve recess 269 thence through ports 265 and sleeve recess 264 to the second speed delivery pipe I32. At this time valve head 261 has moved below drain ports 265 to close communication between supply pipe I32 and drain outlets 266. The third speed supply pipe i3! is still open to drain outlet 263.

When valve 253 is moved to its third speed position 216, illustrated in Fig. 15, valve head 261 moves below ports 265 to shut off pressure I3I although the second speed supply pipe I32 is not open to drain because valve head 268 at this time closes p'orts 265. However, the second speed motor 93 can never operate during reverse because reverse is always selected from a previous setting when pipe I32 is open to the drain outlets 266 to thereby relieve the pressure fluid to release the second speed brake 89. Thus, in shifting from second to reverse, the valve 253 must pass through its positions of low at 214 and neutral at 218 and in both of these positions the second speed supply pipe I32 is open to drain outlets 266 as aforesaid. 1

It will be apparent that the vehicle driver may selectively manipulate lever I65 to any 'of.the

positions of transmission control to thereby move the valve 253 to a corresponding position, although pressure fluid is delivered beyond the valve only in the second and third-speed settings of selector-lever I 65 and valve 253. Before describing the operation of the primary-control iineans we will describe the secondary or kickmay be referred to.

In Fig. 1 the usual toe-board 211 mounts an accelerator pedal 218 at pivotal support 219, a spring 288 serving to yieldingly urge the pedal to its throttle closing position. The intake manifold 2! has the usual throttle valve 28I operated by lever 282, a stop 283 being engaged by lever 282 for limiting movement of the throttle valve when fully open. Between pedal 218 and lever 282 is a mechanism for opening the throttle valve by the pedal, the latter having an overtravel beyond the wide open throttle setting to thereby cause the transmission to be manipulated from a drive condition to a slower speed ratio drive independently of manipulation of the primary control at selector lever I65.

Lever 282 (Fig. 4) has pivotal connection by a pin 284 with a guide connector 285 having a bore 286 slidably receiving the forward end of rod 281 the rear end of which is articulated at 288 to pedal 218. Fixed to rod 281 isa collar 289, a spring 298 acting between guide connector 285 and collar 289, this spring being, sufliciently .strong so that for all movements of pedal'218 to cause valve 28I to move between its limits of fully closed and fully open positions the rod 281 and-connector 285 move together without any lost motion. However, when the pedal 218 is depressed to fully open valve 28I, then further derod 281 and connector 285 by spring 298, this bracket having a supporting front pofiion 292 curving around the forward end portion of connector 285 and a rear flange 293 slidably receiving rod 281 and providing an abutment for collar 289.

Supported at pivot pm 294 to engine 28 is a kick-down lever 295 having an arm 296 forked at its upper end 291 to slidably receive rod 261,

the other arm 298 being connected to a rod .299 having its rear end portion 388 so disposed that when lever 231 (Fig. 8) occupies its third speed position of adjustment this lever will engage rod end 388. In Fig. 8 the center line positions of lever 231 for corresponding selective positions of selector lever I65 at R, N, 1, 2 and 3? are respectively indicated at 381 to 395' inclusive.

The kick-down control is effective, in the present embodiment of our engine, only when the selector lever I65 is set for its fastest drive, which is at the third speed setting for locating lever 231 adjacent the rod end 388. In order to operate the rod end 388 only after theaccelerator pedal 218-ha-s been depressed to cause wide open positioning of throttle valve 28I, rod 281 carries a collar 386 which engages lever end 291 at the wide open throttle position of rod 281 so that on further forward rod movement the lever 295 will be operated to cause rod end 388 to move lever 231 from its third speed position 385 to its second speed position 384, with the selector lever left at station 3 so that when the accelerator pedal is position, the lever 231 will be restored to its third speed position 385.

In order to carry out the foregoing, spring 248 comes into action so that withrod 232 held in the third speed position, lever 231 may be moved by'rod end 388 as aforesaid, this spring 288 rereleased, at least back to the wide open throttle storing lever 231 to the third speed position on forward movement of rod 299. -In order'to hold rod 232 while lever 231 is thus-moved to compress positioning of lever I65 and to hold lever I65 and spring 240 it is apparent that some form of detent or other means must be provided stronger than the action of springs 200 I02 and ball detent 241. Such detent means is shown in Fig. 2A wherein selector lever I 65 carries a cylinder 307 housing a'relatively heavy spring 308 loaded by adjustable set screw. 309 to urge a detent ball 3I0 selectively into one of the notches 3I I, one notch being disposed at each station of selector lever I65 to advise the operator ofthe proper a collar 3I3 on rod end 300 serving to limit return movement by striking again-st a fixed rod guide 3M which slidably guides rod 299 with sufficient clearance both at the guide and at lever arm 298 to accommodate the slight swing of the.

forward end of rod 299 by lever 295.

In starting theyehlcle from a standstill, the driver disengages the main clutch 22 by depressing pedal 30 and then the driver may, for example, operate lever I65 from "N to 1. The clutch 22 is allowed to engage with simultaneous depression of the accelerator pedal 218 to accelerate the vehicle in low speed. When lever I65 is moved from N to 1," Bowden wire mechanism I67 actuates lever I'll to cause finger I80 to swing away from lever I8I whereby spring I92 comes into action to adjust leader valve 205 so that follower piston 2-II of motor 203 will operate by vacuum from pipe 200 to shift sleeve I 5I from the neutral position in Fig. 5 to clutch with teeth I55, thereby establishing a forward drive through the first planetary gear set of transmission 2|. The distributor valve 253 is also adjusted, by arm 229 of lever I'II acting through spring 240*, lever 23'! and segment 24I, so that this valve 253 is moved from the neutral position in Fig. 12 to the low speed position in Fig. 13. However, such adjustment does not supply pres-- sure fluid to either the second speed motor 93 or the third speed motor I 34.

Assuming that selector lever I65 is then shifted to station 2 for the second speed drive through the transmission, this shift is not accompanied by release of the main clutch 22 because shift sleeve I5I stays clutched with teeth I55 as long as selector lever I65 is set for a forward drive speed. Lever I8I merely is held by stop 226 while finger I80 swings away from the lever. However lever I II acts through rod 232 and spring 240 to shift lever 23? as well as segment 2 and valve 253 from the first speed position of these parts to their respective second speed positions-at which Y time the valve 253 is positioned as shown in Fig.

mission 2| is set to provide the compound drivethrough the first and second planetary gear trains in the intermediate speed ratio.

While it is not necessary to do so, the driver in selecting second, from the drive in firs't,'may let on the engine torque delivered to the transmission to facilitate the smooth transition to the speed .ratio change.

Assuming now that the driver adjusts selector lever I65 to station .3 for the third speed or direct drive, it will be apparent from the foregoing that the distributor valve 253 will be moved through spring 240 as forthe second speed selection, to position the valve at its third speed setting" illustrated in Fig. 15. This causes the pressure fluid to be delivered from the pump I49 to a the third speed pipe I3I to cause motor I34 to operate clutch I04 for the direct drive. At the same time the second speed motor 93 is vented through valve 253 to the reservoir I59 thereby releasing brake 89, springs I02 assisting evacuation of the fluid from motor 93. T

In shifting selector lever I65 from station 3 to "2 or N, the parts are manipulated to the positions hereinbefore described in connection with the shifts to faster driving ratios. V However, it is noted that when neutral is selected from a forward drive setting, finger I80 picks up lever I8I in selecting down from first to cause operatlon of leader valve 205 forwardly. This produces a power operation at motor 203 for shifting clutch sleeve I5I rearwardly to its neutral position, free from teeth I55.

When reverse is selected at selector lever I65, finger I80 moves lever I8I to its position at 228 causing the motor 203 to move the clutch sleeve I5| rearwardly to clutch with teeth I56 to establish the reverse drive through the transmission. In returning to the neutral setting of selector lever I56, the lever -I8I is returned to the neutral position of Fig. 8 by spring I92 which also controls the motor 203 to effect return of sleeve I5I to the neutral setting of Fig. 5.

Obviously, the driver may manipulate selector trol means operable in response to manipulation of the throttle controlling means at the accelerator pedal 218, the transmission may be stepped-down for a faster drive whenever the vehicle is being driven in its top speed ratio which, in this instance, is the direct or third speed drive.

This kick-down control is. desirable in many in-.

stances and under a variety of driving conditions as for. obtaining greater engine driving power and torque to pass another vehicle more rapidly than would be possible in the third speed ratio; also to climb a grade or wherever a more favorable torque multiplying drive is desired.

Whenever the vehicle is driven in its third speed setting, with selector lever I65 at station 3, a natural action by the driver in depressing the accelerator pedal 210 beyond its wide open throttle position causes rod 281 to overtravel the throttle operating lever 282 by the lost motion mechanism of Fig. 4. This operates rod 299 to shift lever 23! from position 305 (Fig. 8) to position 304 causing a corresponding adjustment in distributor valve 253 from its third speed setting (Fig. 15) to its second speed setting (Fig. 14) thereby effecting release of the third speed clutch I04 and engagement. of the second speed brake 89. This transmission drive change is thus made with the throttle valve 28I wide open so that the engine naturally speeds up for this change to the faster drive in second. Furthermore, the kickdown shift is obtained with selector lever I65 left at station 3 so that on release of the accelerator pedal to the wide open throttle position, or less, the direct drive is automatically restored by the spring 240* restoring the valve 253 to its Fig. 15 position. i

If the accelerator pedal is operated for kickdown at any time other than when the transmission is set for third, rod 299 is operated without any effect on the lever 231.

In view of the arrangement of drivingly connecting pump I49 with the driven shaft 44, whenever sleeve I5I is clutched with teeth I55 for a forward drive in any of the forward speed ratio settings of selector lever I65, and since the low speed ratiodrive is provided independently of the pump I49, our transmission system provides for,

automatic step-up in the drivewithout the complication of mechanism usually attendant to auto'matic change speed devices.

Thus, for example, when the vehicle is driving under normal conditions in the third speed and a temporary stop is made, as at a traffic light or stop highway, the selector lever I65 is preferably left at station 3 and the vehicle is brought to a stop by the application of the usual vehicle brakes and release of the main clutch 22. When the vehicle stops, the pump I49 is no longer driven and the pressure is immediately relieved in the third speed supply pipe I3I, the springs I08 assisting in evacuating the fluid at the third speed motor I34. The pump delivery at I59 I59 is quickly relieved by back-flow of the fluid through pump I49, this pump therefor preferably being of a type which does not hold pressure on stopping for any great length of time. This is an aid to manufacture since it is not necessary to hold the limits as closely as in instances where a pump must hold a back-pressure against leakage. Back-flow is also facilitated through vent I59 if valve I59 is set for fluid flow therethrough. This vent, when employed, offers a convenient setting on the pump back-flow characteristics and obviously may be employed in lieu back-flow type.

The drop in pressure fluid will, of course-effect release of the third speed clutch I04. When the vehicle is then to be accelerated, the operator depresses the accelerator pedal all the way down viz., for the kick-down, thereby setting valve 2 53 for the second speed drive position of Fig. 14, selector lever I65 remaining at station 3. The vehicle will be accelerated in low or first because, although valve 253 is set for second, it .takes an appreciable running of the vehicle to cause the pump I49 to build up sufficient pressure to operate the second speed motor 98, especially since springs I02 must be overcome and the conduit system from the pump to the motor filled.

A's soonas .the pressure fluid starts to build up to operate motor 98 to a certain degree less than full operation, the sun gear 63 has its backward of a pump of-the rotation retarded, but not entirely-checked, and

may-be provided to engage brake 89 with any desired amount of slippage.

' lever I65 left atsitation the vehicle may of course be accelerated without third speed clutch friction plates.

The driver then releases the accelerator pedal sufficiently to release the kick-down control and, since selector lever I 65 was left at station 3, the

pressure fluid is then relieved at the second speed motor 93 and diverted to the third speed motor I34 to effect the third speed drive just as in retion aforesaid. Therefore the vehicle may be accelerated through the various speed ratio drives without requiring any manipulation of the selector lever I65 from its third speed setting.

Ofcourse, if desired, the vehicle may be accelerated or driven in any of the speed ratios by an appropriate setting of the selector lever I65. Furthermore, if on initial acceleration of the vehicle from a stop, the selector lever I65 is moved back from "3 to "2 the vehicle is accelerated in low with automatic change to second in response to pressure build-up at the pump I49.

If the driver desires to increase or decrease the build-up of pump pressure and thereby quicken or reduce the time of drive in low before the faster drive takes place, he has only to pull or push control I59 (Fig. l) to correspondingly screwthe vent valve I59 (Fig. 6) upwardly for greater oil escape or downwardly forless or no oil escape through vent I59 Also, varying oil viscosities as in winter start-up may be readily compensated for by this escape vent control and the varying desires of different drivers easily accommodated without attempt to hold the pump leakage to a predetermined compromising degree.

In accelerating the vehicle, with the selector 3 after making a stop,

depressing the accelerator pedalsufficiently to operate the kick-down secondary control. Under such conditions, the drive takes place in low as before, and as the pump :builds up pressure the clutch I34 gradually engages while slipping to gradually and progressively reltard sun gear 63 from backward rotation and then forwardly rotating the sun gear 63 until it drives with the driving shaft 28. Thus the transmission progressively increases its drive from low to second to direct. As before, the pump pressure build up is determined by the pump efliciency, the capacity of the conducting system from pump to motor, the

force of the motor return springs, and the variablesett-ingof valve I59 when employed.

The motors 93 and I34 and their respective brake 89 and clutch I04 are preferably balanced in the sense that the torque through'each is accommodated by the same pressure of the fluid.

' Thus, while motor 93 for checking .the second speed reaction at sun gear 6'3 requires more force application than is required for clutch I04, the

brake 89 has its friction plates at a more favorable force arm or distance from the common axis of rotation in comparison with the force arm of the The desired balance, to avoid harshness of operation and undue slippage, is primarily compensated for by the varying areas of pistons 95 and I23.

The accelerator pedal will not'be unintentionally I depressed for kick-down because of the additional. resistance encountered by this pedal to movemenlt beyond the Wide open throttle position:

tion illustrated in Figs. 17 to 23, the transmission 2 l is, for the most part, identical with transmission it especially from'driven shaft 23 forwardly up to spider 35, the exception being in connection with means for releasing the reaction effect which, in Fig. 5, prevents the annulus gear of-first speed train from rotating backwards in the low speed drive. We have therefore not duplicated the Fig. showing in its entirety and similar reference characters in Fig. 18 and other figures of this modified showing represent parts similar to the aforesaid embodiment of Figs. 1 to 16.

In Fig. 17 we have illustrated a fluid coupling 22 which is used in place of the more conventional friction type of main clutch 22. In general the attributes of a fluid coupling are well known in conjunction with motor vehicle drives. A coupling of this character, among other things, provides a cushioning effect on the drive and particularly during speed ratio changes; permits the vehicle to be held on a hill by driving the engine just enough to balance the backward roll, tendency by utilizingthe slip drive efiect in the coupling; and affords a drive connection which does not wear out as in the case of the friction clutch 22.

In applying a fluid coupling to our Fig. 5 transmission, for example, it is desirable to negative the tendency of the driven part or runner to follow the driving part or impeller with the engine idling, and at other times, so that shifting movements of sleeve l5l may be made easily and without damage to clutch teeth I55 and 555, also so that the vehicle may be brought to a stop with the selector lever I65 set for one of its forward drives or for reverse drive without tendency of the vehicle to creep by reason of the tendency of the coupling runner to follow the impeller and without requiring application of the vehicle brakes to prevent this creep.

We have provided the following means to utilize a fluid coupling in the Fig. 5 arrangement with or without any other modifications of the Fig. 5 transmission. The fluid coupling 22 is, of any well known vane-type construction and comprises the impeller 328 carried with engine flywheel 25 and loosely journalled on the shaft 28. The runner 32! has a'splined connection 322 with shaft 28 for driving this shaft by reason of the fluid circulated in the coupling by the impeller 325. l

Referring now to Figs. 18 and Figs. 21 to 23, the control device 18' is identical with the aforesaid device 18 except that now the outer cylinder member 61' is not fixed to the casing but instead is allowed, at times, to rotate freely. Thus, cylinder 6'! is fixed, for convenience of manufacture, with a rotatable brake drum 323 which has a spider 324 formed with circumferentially spaced inwardly extending lugs or teeth 325 (Fig. 23) adapted to fit in spaces provided by corresponding axially extending lugs 325 formed on cylinder 61'. The spider 324 abuts a shoulder 32! of cylinder 61' and relative axial movement of drum 323 and cylinder 81' is prevented by an expanding snap ring 328 which fits into an annular groove 329 formed in the lugs 325 and 326. The spider 324 is iou-rnalled at lugs 325 on the bearing ring 86 which also centers the forward end of cylinder 51-. The Fig, 23 connecting means provides for driving connection between drum 323 and cylinder 81' and occupies a very small space thereby preserving the compact arrangement of parts, drum 323 being preferably flanged forwardly to overlie the annulus gear 55.

Drum 323 is arranged to be held against rotation except when it is desired to disconnect the engine from driven shaft 55 without requiring sleeve 85! to be shifted from teeth 55 or l56 to its neutral position.

The transmission casing 31' is formed with a cylindrical bore 330 which slidably receives the anchor pin 33! carried by a contractile brake band 332 carrying friction braking material 333 engageable, on contracting band 332, with drum 323. The lower ends 334, 335 of the band are thrust toward each other by a group of heavy duty concentrically arranged coil springs at 336, 335, 335 whose opposite ends act against seats 335 each of which carries a pin 35G thrusting in a groove 35! of a lever 342. Each lever is fulcrumed at a groove 353 by an adjustable fulcrum screw 3 3d threadedly engaging the casing boss 355, a lock nut 345 holding screw 354 in any position of threaded adjustment. .At its upper end each lever 352 is connected by a thrust link 34'! with one of the band ends 335, 335.

Each boss 345 is formed with a cylinder 348 closed at its outer end by a plate 359, a pressure fluid supply pipe 355 having branch conduitparent that springs 336, 33'! and 338 will swing.

levers 342 and move pistons 353 outwardly until band 332 tightly engages drum 323.

A suitable pressure fluid supply and control therefor is provided for the pipe 358 whereby pistons 353 may besimultaneously moved toward each other to unload the spring group sufliciently to allow band 332 to expand away from drum 323 to thereby release the drum andcylinder 61' of the reaction control device 18'.

In Fig. 17 we have provided such brake releasing means in the form of a driver operated pump similar to a master cylinder arrangement for a conventional pressure fluid brake system. A cylinder 358 is supplied through inlet 359 with fluid from a reservoir 360, the cylinder slidably receiving a. piston 38I operated forwardly in delivering pressure fluid through pipe 358 by a rod 362 connected to a lever 363 having a pivotal support'at 364 and a pedal operating upper end 365 preferably disposed to take theplace of the clutch pedal 38 in Fig. 1. The pedal 365 is, in effect, a clutch pedal since its actuation provides disconnection of the engine and driven shaft 44 to interrupt the low speed transmission drive in bringing the vehicle to a. stop. Depressing pedal 365 during a vehicle drive in second or third will not have any effect since at such times there is no reaction of annulus gear 56 at control 18', the latter being free by accommodating forward rotation of cylinder 85.

In operation of our Fig. 5 transmission equipped with the Fig. 22 releasable braking device on the cylinder 81 of control device 10', the spring group 336, 331', 338 applies sumclent force at band 332to normally held cylinder 61' during all forward and reverse drives just as described for the Fig. 5 transmission. In other words, as longas pedal 365 is'not operated the Fig. 22 braking device applied to the Fig. 5 transmission will not change the functioning of the latter. While the Fig. 22 arrangement is employed especially for a fluid coupling type of main clutch, it may of course be used to supplement the clutch .22 of Fig. 1. When making a stop from reverse or anyforward drive, leaving sleeve I5I clutched rearwardly or forwardly as the case may be, pedal 365 is depressed to release band 332 thereby releasing cylinder 81' and allowing rotation of coupling runner 32I without tendency to drive the vehicle. In starting again, the pedal 365 is let in, just as in the case of pedal 38, to initiate a drive connection between the engine and driven shaft 24. Thus, release of pedal 365 restores piston 36I, by anysuitable spring at some point in the linkage as at 366, relieving the pressure fluid at cylinders 348 to cause the spring group between seats 339 to engage band 332 with drum 323. This holds the cylinder 61 so that control device 18 looks to prevent backward rotation of annulus gear 58 and thereby effect the low speed drive through the transmission.

After the vehicle has been started the pedal 365 may be left in its released position and all forward drives obtained by the selector lever I65, the pump I49 and the kick-down secondary control from the accelerator pedal 216 operating just are made on slight downgrades which require application of the vehicle brakes in any event .and for stops on slight upgrades it will often be found that, where the, fluid coupling has an appreciable inherent creep characteristic, the vehicle will hold without requiring application of the vehicle brakes. In many other instances a slight amount of creep, in coming to a stop, will not bother the driver sufficiently to warrant application of the vehicle brakes.

For reverse, the pedal 365 is depressed to release the transmission low speed drive, and selector lever I65 moved to R to effect shift of clutch sleeve I5I with teeth I56. The pedal 365 is then released to cause the reverse drive through the transmission low speed and the reverse countershaft gear set at 33.

Since the Fig. 21 brake with the release means operated by pedal 365 afiords means for releasin the engine drive, it is apparent that if desired any additional means, such as coupling 22 or clutch 22, may be entirely omitted.

In Fig. 18 we have illustrated a further modifiedarrangement which may be used to advantage either with a friction type. main clutch 22 or with a fluid coupling 22'; and since thisarrangement is illustrated as employing the Fig. 21 brake 22 may be In Fig. 18 the second speed sun gear 63 is. as before, loose on the driving shaft 28 but is now connected to its spider 15 by an intermediate cylinder 318 coaxial with shaft 28. The inner surface of cylinder .318 is cylindrically formed at 31I to provide the outer member of an overrunning clutch 312 and is engaged by clutching rollers 313 spaced by cage 314. The cam member 315 of clutch 312 is splined at 316 to shaft 28. The clutch 312 allows cam member 315 to run forwardly faster than cylinder 318 but rollers 313 will wedge to prevent cylinder 318 from rotating forwardly faster than cam member 315.

The outer surface 311 of cylinder 318 is cammed to provide the inner member of another overrunning control or braking device 318 whose outer cylindrical member 318 carries a spider 388. Rollers 38I spaced by cage 382 are wedged to prevent backward rotation of cylinder 318 (opposite to arrow 383) faster than backward rotation of member 319 but rollers 38I freely permit forward. rotation of cylinder-318 faster than forward rotation of member 319. The member 319 iscentered in a cylindrical sleeve 384 yieldingly located in an opening 385 of the transmission casing wall 386 by the annular rubber bushing 381 preferably secured by well known commercial processes to the wall 386 and sleeve 384; This rubber bushing relieves any eccentric loading by compensating for any minor misalignments of the associated parts therewithin and also serves to dampen vibrations and shocks of the transmission parts.

In Fig. 18 the spider 388 carries the drum 16 and the motor 93 actuates the braking device 89 to hold drum 16 against rotation just as for drum 16 in Fig. 5. Likewise spider 15 is formed with a drum 388 adapted for clutching with shaft 28 by the motor I34 and clutch I84 similar to the clutching of drum 16 in Fig. 5.

The control for the Fig. 18 transmission is identical with that illustrated in connection with Fig. 1 with the exception of a modified type of distributor valve means 248 substituted for the corresponding valve means 248 and, of course,

since the fluid coupling 22 is employed the drive releasing means of Fig. 21 with its control pedal 365 is substituted for the friction type clutch 22 and its releasing pedal 38. While it is not necessary to change the valve means 248 when employing the Fig. 18 arrangement, we preferably modify the valving means 248 in order to obtain certain benefits possible withthe Fig. 18 transmission especially in combination with valving means 248 which is arranged so that when third speed is selected by selector lever I65, the brake 89 as well as clutch I84 are engaged.

In Figs. 28, 20A and 20B the valve means 248 has the same construction as the valve means 248 except for the construction of valve member and now positioned higher so that when valve 253* is in the third speed position (Fig. 20) the second speed supply pipe I32 is not drained.

The valve 253 has the heads 281 and 268 functioning just as the heads 261 and 268 of Fig. 12. No pressure fluid is supplied to pipes BI and I32 for settings of the selector lever I65 at fR," N" or 1 but for the setting "2 '(Fig. 203) pressure fluid is supplied to pipe I32 and for the setting 3 pressure fluid is supplied to pipe I3I with pipe I32 continuing to be supplied with pressure fluid as in Fig. 20. .The neutral setting rig. 20s. corresponds to the setting of valve in Fig. 12.

In the operation of the Fig. 18 transmission, the selector lever E65 may be selectively set at any of the stations on plate R63 to correspondingly set the transmission, pedal 3% being employed to release the annulus gear to thereby facilitate shifting clutch sleeve 55:! for the forward and reverse drives; also for making a temporary stop with the engine idling and with the selector lever m5 left at 1, 2 or 3 preparatory to accelerating the vehicle. The vehicle acceleration may be obtained by selective progressive step-up at the selector lever or by leaving the selector lever at 2 or 3 and obtaining the automatic progressive speed ratio changes by the pump pressure build-up and, for a start in setting 3 by further use of the secondary control mechanism or kick-down just as aforesaid in connection with Figs. 1 to 16.

The Fig. 18 low speed drive has certain characteristics differing from the Fig. 5 low speed drive conditions. In Fig. 18 there is no free-wheeling as in Fig. 5 because the driving shaft 23 cannot drop below the speed of the driven shaft i l. Thus, with the vehicle driving the engine, any tendency of the driven shaft to overrun the driving shaft causes the annulus gear 56 to overdrive, this in turn acting through planet gears 52 to tend to overdrive the sun gear '53 which however is prevented by clutch 372 locking the sun gear with the driving shaft. This is of great advantage in providing smooth and quick shifting because the engine, with selector lever set at l, 2 or 3, is never accelerated from an idling up to the speed ratio setting; also the engine cannot stall, and further, a dead engine may be started by towing the vehicle without requiring a build-up pressure at pump I49. In changing speeds from third to second or low, the engine never speeds up more than the ratio of the change a and the vehicle cannot be jolted or lurched because the engine cannot drop below the speed of the driven shaft.

In connection with the second speed drive wherein brake 89 is held, sun gear 63= tends to drive backward and by holding cylinder 319 fixed this.backward or reaction rotation of the sun gear 63 is prevented because overrunning device 318 acts to wedge rollers 38! as soon as cylinder 370 tends to rotate backward with cylinder 319 held. When sun gear 63 is thus held, a compound second speed ratio drive is obtained just as in Fig 5. During the second speed drive, the clutch I04 is released so that with cylinder 310 held against rotation, the overrunning clutch 3'52 is freebecause its rollers 313 are not wedged by this action.

In the second speed setting, when the vehicle tends to overrun the engine, the engine or speed of the driving shaft 28 is permitted to drop down only to the speedvof the driven shafts M, 24. Under such conditions sun gear 63 and its cylinder 3') rotate forward freely awayfrom rollers 38l (while cylinder 319' is held by brake 89) until, when the second speed ratio is overcome by sun gear 63* reaching the speed of driving shaft 28, this sun gear by its cylinder 370 then wedges rollers 313 to lock this sun gear with the driving shaft. The engine is therefore utilized as a brake in second speedv by a direct drive from shaft 24 to shaft 28. When the engine is again speeded up, clutch 312 is released, the tendency of backward rotation of sun gear 63 is prevented cylinder. 31!! and sun gear 63*.

aaaaeee to shaft as is again obtained-through the compounding of the first and second :pl'ane'tary trol or by the selector lever ltd, then the drive shaft 28'merely accelerates by the amount of the second speed ratio gearing to smoothly and quickly pick up the driven shaft it.

When third or direct is selected from the posh tion 2 of selector lever 55, or by release of the accelerator from a kick-down operation, the distributor valve is moved from the position in Fig. 203 to the Fig. 20 position so that pressure fluid is simultaneously supplied to pipes H2 and 53!. Thus, without interrupting the previously engaged condition of the second speed brake 89, the clutch N34 is engaged so that there is no dwell in the driving continuity and no driving time lostin making the shift either in changing up from second to third or in changing down from third to second.

'When the direct control clutch lo l is engaged, shaft 28 is directly clutched with sun gear 53 and the two gear trains lock-up and revolve as a unit with shafts 28 and A l. Clutch 312 has no action because cam 3'55 and cylinder 31D rotate together by the clutching of the shaft 28 with spider 15 Cylinder 310 rotates freely forwardly and cylinder 319 is held by brake 89. There is no free-wheeling action in the third speed drive setting.

In shifting selector lever I65 from 2 to 3, the driver may simultaneously let up on the accelerator pedal to decelerate drive shaft 28 and thereby synchronize sun gear 63 with shaft 28 (by an automaticv synchronous locking of clutch 312 equivalent to vehicle coasting in second speed as aforesaid. This will synchronize the clutching parts of clutch I04 and thereby reduce clutch wear, it being again pointed out that the arrangement at clutch 312 prevents sun gear 63 from dropping below the speed of shaft 28 while in second speed setting.

While driving in the third speed ratio setting, ourarrangement provides a fast shift down from third to second, either by shifting selector lever I65 from 3 to 2 or by leaving lever I65 at 3 and fully depressing the accelerator pedal 218 for the kick-down operation. This releases the direct clutch 404 by venting motor I34 through pipe I3! and ports 262 (Fig. 203). However, the second speed brake 89 maintains its engaged condition and the natural action of the driver maintaining the engine throttle valve open as in the case of shifting selector lever I65 from 3" to 2 (thethrottle valve being held wide open during the accelerator pedal kickdown shift) causes the engine, which is suddenly unloaded by disengagement of clutch 404, to race or speed up until checked by rollers 313 wedging and preventing backward rotation of When driving in third this sun gear rotates forwardly at the speed of driving shaft 28 and during acceleration of the driving shaft on a shift down chance, by the primary or secondary control, the sun gear 03* 

